Locomotive driving mechanism



July 12. 1927.

J. L. BORSKI LOCOMOTIVE DRIVING- MECHANISM Filed May 24, 1926 {NVTOR Jknloazs onskc Patented m 12, 1927.

UNITED STATES PATENT OFFICE.

Locono'rrvn narvme unonnmsu.

Application filed Kay 24, 1828. Serial No. 111,127.

'This invention relates generally to railroad locomotives, the invention havin more articular reference to a novel type 0 drivmg mechanism for railroad locomotives.

The invention has for an object the provision of an improved driving mechanism which will increase the driving power of the locomotive, and decrease the speed of the locomotive.

A further object. of the invention is-the provision of an improved driving mechanism for locomotives embodying certain novel adjustable features. 1

For further comprehension of the invention, and of the objects. and advantages thereof, reference will be hadto the following description and accompanying drawing, and to the appended claims, in which the various novel features of. the invention are more particularly set forth.

Fig. 1, of the drawing is a perspective view of arailway locomotive embodying my improved driving mechanism.

Fig. 2, is an enlar ed side elevational view of my improved riving mechanism.-

Fig. 3, 1s a central sectional viewillustrating a modification of thepivoted connections as used in connection with my improved device.

Fig. 4, is a fra inentary detail view'illustrating a modi cation of the adjustable means as used in connection with my improved device.

Fig. 5, is a detail view illustrating a medi fication of the bearings as used in connection with m improved device.

The cylin er 10 of an engine, the piston 11, the piston rod 12, the driving-wheels 13, the driving wheel connectin rod 14, the driving rod 15, the cross hea 16-, are such as commonly used in railroad locomotives generally, and are operatively positioned and are suitably connected respectively, as clearly shown in Figs. 1 and 2 of the accompan ing drawing.

The supplementary piston rod 17, is pivotally connected, as at 18, by a pin or the like, to the piston rod 12, and is fpivotally connected to the upper extremit' o the vertical driving rod 19, as at 20, a pin or the like. The vertical driving rod 19 1s pivotally attached to a pin 21 rigidly attached to thesupporting block 22 suitably mounted in the running gear of a railroadlocomotlve and rigidly. attached thereto, as at 23,

b bolts, screws, studs or the like. The supp emen'tary vertical driving rod 24, is pivotally attached by a pin 25 rigidly attached to. the supporting block 22, and has pivotally attached at its upper extremit as at 26, by a pinor the l1ke,'a cross rod 2 pivotally attached t6 the vertical driving rod 19, as at28,

by a pin or the like. The crosshead' rod 29. is

rvotally attached, as at 30, to the cross ead 16, andis pivotally attached, as'a't 31 and 32, to the lower extremities of the vertlcal driving rod 19 and the supplementary same of a ortion'of a strain applied thereon and t at the supplementary vertical drivm rod 24 is parallel to the vertical rod 19 an 1s pivotal with the said in 21.

It'also shou d be understood that the'distance between the pivot 21 of the drive rod 19 .is much greater than the distance. be-

tween the said pivot and the lower pivot 31. ThlS results in an upper lever. arm of greater length than the lower lever arm.

The upperlever armmaybe considered as the ower arm of the rod 19 for it is a piston of t e cylinder and the lower arm is con nectedwith the crosshead. It is obvious that the construction involves a lever of the y attachedto the pin 25.- positioned directly opposite to and in line first degree'and that the ratio of the force applied at the upper end to the force derlved from the lower end is inversel proportional .to the ratio of length of t e u er end of the lever to the length of t .e ower end thereof. Thus, power is gained by loss of distance of movement and a locomotive'so equigped has'increased power and decreased spee In order to'make possible the employment 5 of a long upper lever arm the auxiliary drive rod 24 is connected with the rod 19 between .the upper end and the pivot 21 so asto prevent ending of the u per lever arm due to its length and thus reinforce the same.

The above construction is such as will permit the piston 11 to drive or rotate the driving wheels 13, at a comparatively slower speed than the speed of the said piston 11.

Referring in particular to Fig. 3, in which I have illustrated a modification of the pivoted connections, the vertical driving rod 19 is provided with a semispherical recess 33, adapted to receive the spherical head 34 of the supplementary piston rod 17. The cap 35, is provided with a partly spherical recess 36 to accommodate the inner portion of the semispherical head 34, and is removabl attached to the vertical driving rod 19, y bolts 37 screws, studs, or the like.

The above described construction is such as will pivotally attach the sup lementary piston rod 17 to the Vertical driving rod 19.

Referring in particular to Fig. 4, in which I have illustrated a modification of the supplementary piston rod 17 the piston rod 17 consists of two rods 38 and 39, provided w1th right hand threads 40 and left hand threads 41 respectively suitably formed at their ad- 'acent extremities, to accommodate a turnuckle 42, having threadedly attached thereto, a' locking screw 43 provided with a lower tapered extremity 44. The above described construction is such as will permit the turnbuckle 42 to suitably adjust the length of the two rods 38 and 39, as may be desired, and which will permit the tapered lower extremity 44 of the locking screw 43 to maintain the said adjustment.

Referring in particular to Fig. 5, in which I have illustrated a modification of means of pivotally attaching the vertical driving rod 19 to the said in 21, the vertical driving rod 19 is provided with an aperture 45, to'slids abl accommodate the pin bearing blocks 46 an 47 provided with semicircular recesses 48 and 49, to pivotally accommodate the pin 21. The set screws 50 are threadedly attached to the vertical driving rod 19, andare positioned so as to permit their extremities to en age suitable recesses 51 and 52 formed in tlie pin bearing blocks 46 and 47, respectively. The above described construction is such as will permit the set screws 50 to maintain the proper pivoting of the vertical drivin rod 19.

Having thus descri ed my invention, what I claim as new and desire to protect by Let- }ers Patent of the United States is as folowsz- 1. In a driving mechanisnnfor railroad locomotives, of the class described, asupplementary piston rod pivotally connected to a piston rod and to the upper extremit of a vertical drivin red, the said vertica driv ing rod pivota ly'attached to a pin rigidly attached to a supporting'hlock mounted on the running gear of the said railroad locomotive and rigidly attached thereto, a supplementary vertical driving rod pivotally attached to a second pin rigidly attached to the said supporting block, and having pivotally attached at its upper extremity across rod pivotally attached to the said vertical driving rod, 2. cross head rod pivotally attached to the cross head of the said locomotive, and pivotally attached to the lower extremities of the said vertical drivin rod and the said supplementary driving ro so as to decrease the linear motion of the said cross head relative to the linear motion of the said piston rod.

2. In a driving mechanism, for railroad locomotives, of the class described, a supplementary piston rod pivotally connected to a piston rod and to the upper extremity of a vertical drivin rod, the said vertical driving rod pivota ly attached to a pinrigidly attached to a supporting block mounted on the running gear of the'said railroad locomotive and rigidly attached thereto, a supplementary vertical drivin rod pivotally attached to a second pin rigldl attached to the said supporting block, and aving pivotally attached at its upperextremity a cross rod pivotally attached to the said vertical driving rod, a cross head rod pivotally at tached to the cross head of the said locomotive, and pivotally attached to the lower extremities of the said vertical driving rod and the said supplementary driving rod, so as to decrease t 6 linear motion of the said cross head relative to the linear motion of the said piston rod, said supplementary vertical driving rod parallel to the said vertical. driving-rod, and pivotall attached'to the said second pin position to and in line with the said pin. 3. In a drivin mechanism, for railroad locomotives, of t c class described, a vertical driving rod provided with a semispherical recess adapted to receive the s herical head of a supplementary piston r0 a cap provided wit a partly spherical recess to accommodate the inner portion of the -said semispherlcal head, and removably attached to the said vertical driving rod, so as to pivotally attach thesaid su plementary piston rod to the said vertical riving rod.

4. In a driving mechanism, for railroad locomotives, of the class described, asupplementary piston rod consisting of two rods provided with right hand threads and left hand threads respectively, suitably formed at their adjacent extremities to accommodate a turnbuckle having threadedl attached thereto a locking screw provi ed with a lower tapered extremity, so as to permit the said turnbuckle to suitably adjust the length of the said two rods, and so as to ermit the said lower tapered extremity o the said locking screw to maintain the said adjustment.

5. In a driving mechanism for railroad locomotives, of the class described, a vertical directly opposite driving rod provided with an. aperture to slidably accommodate pin bearing blocks provided with semispherical recesses to pivotally accommodate a pin, set screws thread- 5 edly attached to the said vertical driving rod, and positioned so as to permit their extremities to engage recesses formed in the said pin bearing blocks, so as to permit the said set screws to maintain the proper pivoting of the said drivin rod.

In testimony whereo I have aflixed my signature.

Join: LOUIS BORSKI. 

